IT’S HARD to believe how poorly the Mazda BT-50 sells in comparison to the Ford Ranger, given they are – in essence – the same ute.
The Ranger offers some notable technical differences, but the Mazda counters with sharper pricing. Even so, for every BT-50, nearly four Rangers have rolled out of showrooms this year.
Not only is the BT-50 closely related to the Ranger, it’s also essentially a Ford rather than a Mazda, a reversal of the pre-2011 arrangement where Ford piggybacked off Mazda for its light commercials.
For starters, the 3.2-litre five-cylinder diesel is a Ford design and is, in most ways, where the appeal of the BT-50 begins. This is a torquey, low-revving and agreeable engine that gets the job done without fuss.
In the BT-50, it’s a bit gruff and not quite as responsive at low revs as it is in the Ranger; due to the fact the Ranger was upgraded in 2015 and the BT-50 wasn’t.
As with the Ranger, the engine is backed by a slick ZF six-speed auto, which enjoys working with both the engine’s torque and flexibility and final-drive gearing that’s not overly tall.
On road, the BT-50 basically does what the Ranger does, which is a good thing, except you feel its size and weight more in low-speed manoeuvring, as it doesn’t enjoy the benefit of electric power steering as fitted to the Ranger since its 2015 facelift. However, others might argue the Mazda’s ‘old-school’ hydraulic system is potentially more robust.
Off-road, the BT-50 is a good thing; although, a notch down from the Ranger due to another 2015 upgrade the Ford received – leaving the front traction control active when the rear locker is engaged – which was not adopted by Mazda.
Otherwise, everything that is likable about the Ranger, including a spacious and notably long cabin and excellent towing and load-carrying ability, is essentially true of the Mazda BT-50.
SALES 2017 (to June): 3622 2016 (to June): 3863 Change: – 6.2%
REPORT CARD* Powertrain: C On-road: B Off-road: B Cabin & Equipment: A Towing & Practicality: B Final word: Essentially a Ford Ranger, but not as good in the detail.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
AN interesting yarn that caught my eye when reading the September 2017 issue of 4X4 Australia was Fraser Stronach’s Tech Torque column.
Fraser loves the convenience of modern electronics which make driving over any terrain easier, but he listed the old standards of ground clearance, wheel travel and a light weight as the most essential characteristics needed to make a good off-road vehicle.
No matter how many locking diffs you have, what tyres you run, or how much power you have, it all means nothing if the belly of your vehicle is dragging over every obstacle and the tyres are in contact with the ground.
It is off-road basics and why many older vehicles still do so well when faced with tough terrain.
Yes, electronic traction control (ETC) is an amazing and valuable feature and one you don’t want to do without, but in most cases it’s used to make up for a vehicle lacking in the three essentials.
Modern ETC systems are so good that many so-called soft-roaders would climb over almost any off-road obstacle if they had the clearance to do it, without ripping off bumpers and underbody parts.
The tractive ability of these single-range-transfer-case vehicles is astounding, but they don’t have the clearance or the tyres (usually) to make the most of it.
We’ve seen old-school 4x4ers laugh at us when we test vehicles like late-model Range Rovers on low profile tyres, only to see their jaws drop when the luxury SUV does it easier than their older Cruiser or Patrol riding on 33-inch muddies with double diff locks. At times, the Rovers have gone further than the traditional off-roader. It truly is a revelation.
This is why the modern vehicles that offer a combination of the old-school attributes as well as modern ETC technology are so bloody good now.
Rigs like Land Cruiser 200s, Y62 Patrols, Rangies and ever Prados and Rangers get the job done, while others will be leaving bits all over the tracks as they get dragged out.
THE D-MAX’S year-on-year sales are the picture of consistency, with only 17 more units being sold in the first five months of 2017 as there was in 2016.
And this steady-as-she-goes consistency is very much what the D-MAX’s sales have been about for a few years.
Mind you, the D-MAX sold in 2017 is a different vehicle to the D-MAX sold in 2016, thanks to the mandatory compliance to Euro 5 emissions standards that came into effect in December 2016.
Effectively, Euro 5 brings a diesel particulate filter but, at the same time, Isuzu re-worked the engine with new-generation higher-pressure common-rail injection, a new variable-geometry low-inertia turbo, a larger EGR cooler, and new pistons.
There’s also a new Aisin six-speed automatic as used by Toyota in the Hilux and Prado, which has the same ratios including the two – notably tall – overdrives.
Despite the engine changes, maximum power remains at a modest 130kW, so the new D-MAX goes about as hard as the old D-MAX pedal-to-the-metal, which isn’t anything to get excited about. It does the job, but without the purpose and vigour of many competitor utes.
However, the engine remake provides more driveability with extra torque (now 430Nm, up from 380Nm) and a ‘fatter’ torque curve, which has the previous maximum of 380Nm produced 100rpm lower (now 1700rpm) and extending 700rpm higher to 3500rpm.
The engine is also a little quieter and more refined – but still nothing special in that regard – and a little more economical. And while the new six-speed auto doesn’t help with outright performance as such, it’s a much better gearbox in general driving thanks to its more proactive and smarter shift protocols.
On road, the D-MAX steers and handles well enough without being anything special, while off-road it’s also a middle-of-the-pack performer. It’s still a capable 4×4, but just not up with the best in its class.
SALES 2017 (to June): 4384 2016 (to June): 4367 Change: +0.4%
REPORT CARD* Powertrain: C On-road: C Off-road: C Cabin & Equipment: C Towing & Practicality: C Final word: The D-MAX is solid, without being spectacular.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
IT MAY be hard to believe, but sales of Toyota’s mighty Land Cruiser 200 Series are currently growing as fast as the Ford Ranger.
In fact, LC200 sales are as good as they have ever been and have surged nearly 20 per cent in the first five months of 2017 compared to the same time last year.
This comes off the back of a very strong 2016 that saw sales jump by one-third over the 2015 numbers, and it moves the 200 up yet another spot in the top ten.
Last year was the first full year of sales for the facelifted 200 that arrived in the fourth quarter of 2015. That facelift brought distinctive new styling, a raft of new safety and tech kit, Euro 5 compliance, improved economy, and a slight jump in power for the popular diesel engine.
There is a petrol option with the 200, a very sweet 4.6-litre V8 backed by a six-speed automatic, but it is a non-event when it comes to sales.
It’s difficult to pinpoint where this renewed interest in the 200 is coming from, but one thing that’s clear is the interest in the more expensive 200 variants. While the $90K GXL remains the best-seller with 1429 sales YTD, the $100K VX is only just behind with 1418 sales and the $120K Sahara is thereabouts with 1388 sales.
Contrast all that with the work-spec GX’s 223 sales. Business and fleet buyers currently account for 57 per cent of 200 sales, with the remainder going to private buyers.
Looking more broadly, the 200 has probably benefitted from the demise of the diesel Patrol (Y61) and the age of the recently-replaced Land Rover Discovery. Luxury European brand SUVs from BMW and Mercedes-Benz have also turned more city-centric in recent times, which doesn’t please well-healed country buyers.
Either way, there’s not much competition for the 200, aside from the more expensive Prado variants.
SALES 2017 (to June): 4800 2016 (to June): 4027 Change: +13.2%
REPORT CARD* Powertrain: B On-road: C Off-road: A Cabin & Equipment: A Towing & Practicality: A Final word: If you want a large 4×4 wagon, the 200 ticks all the boxes. *Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Tower Rock is as remote as it is beautiful.
Part 6: Tower Rock
Located north of the Plenty Highway and about 95km east of the pleasant camping area of the Gemtree Bush Resort is the Mac and Rose Chalmers Conservation Reserve, named after the pioneering couple who, in the early 1920s, took up the MacDonald Downs Station lease and are now buried on the reserve.
The impressive hills of rounded boulders that dominate the small reserve features Tower Rock, which is the tallest and most imposing. With the water run-off from infrequent rains, the small patches of sandy flatplain in-between the rocky hills carry a bigger variety of plants than elsewhere, while bird and animal life is much more common. The entire area was a favoured picnic spot for the Chalmers and their descendants, and it’s very easy to understand why.
It’s also a top spot to camp, with the small campground having a couple of long-drop dunnies for amenities but no water, so you have to be self-sufficient to stay there. Luckily, the Mt Swan Homestead, just 25km or so south from the camping area, has a well-stocked store where water is available. The homestead also has a very good art gallery that exhibits (and sells) spectacular local Aboriginal art.
A couple of walking trails help you explore the area, while just clambering up the rocky hills will reward and inspire you with incredibly impressive views.
Viewing the sunrise from one of the rock-strewn crests, with the flat-topped ridges of the Dulcie Range far to the east, is truly unforgettable.
Arltunga Historical Reserve is as remote as it is beautiful.
Part 7: Arltunga Historical Reserve
Located 110km east of Alice Springs, the Arltunga Historical Reserve preserves the substantial ruins and memorabilia of the 1887 gold rush that brought 300 people to this remote area and established the first town in Central Australia.
North of the well-set-up and informative Visitor Centre, you’ll find the old police post and gaol and another road leading to the government works area, where a gold battery was established. The most significant ruins of the goldfields are found here, along with an old boiler and assorted machinery. Many of the first miners were Cornishmen, fresh from the famous mines in South Australia. Today, many of the buildings they built in this remote and dry region of Australia have been restored as a testimony and a monument to their skill and pioneering endeavour.
Just a short distance east at the ‘Cross Roads’, where there was once a store and hotel, you can continue east to the White Range Cemetery or take a walk to the old mining areas in the White Range itself.
Camping isn’t permitted on the reserve and pets aren’t allowed. The Arltunga Bush Hotel is closed, though some people camp in the adjoining camping area. There are no facilities. We’ve never had an issue finding a camping spot.
The nearby Trephina Gorge and N’Dhala Gorge both offer basic bush camps, while the Old Ambalindum HS on the Hale River offers pleasant camping and accommodation, as does the Ross River Resort.
THE Navara may be in the top-ten best sellers, but its year-on-year sales have fallen in what is otherwise a rising market.
Compared to 2016, sales so far in 2017 are down nearly eight per cent, making the Navara the worst performer in the top ten.
No doubt, Nissan would have been hoping for more from its new-generation ute, given the previous-generation Navara D40 was second only to the all-conquering Hilux as recently as four years ago.
Arriving in 2015 and marketed as the NP300 (but known internally as the D23) this new Navara departed from conventional ute practice via its bi-turbo-diesel, seven-speed automatic and by using coil rather than leaf springs for the rear axle on most models.
Despite this, Nissan matched the best in class with its 3500kg tow rating claim, a claim we subsequently proved to be well wide of the mark in terms of the chassis’ ability to tow that much, or indeed carry the maximum payload in the tub, even if the engine had the grunt to get the job done. Making matters worse, the Navara NP300 didn’t feel all that flash when unladen, either, with neither a notably comfortable ride nor a good fore-and-aft suspension balance.
Following indifferent sales and negative customer feedback, Nissan headed back to the drawing board to produce the Series II model for 2017, bringing a suspension revamp, spec and equipment changes, and the addition of a new work-spec model (the SL) with the bi-turbo engine and rear coils.
Despite claiming the suspension revamp was nothing more than damper recalibration, the Series II Navara feels noticeably better behaved on road, with a new and much more pleasing feel to the way it steers and handles.
That’s the good news. The bad news is that we have yet to do a maximum load or tow test on the Series II, so watch this space.
SALES 2017 (to June): 5439 2016 (to June): 5904 Change: -7.9%
REPORT CARD* Powertrain: B On-road: B Off-road: D Cabin & Equipment: B Towing & Practicality: See Text Final word: Series II is better on-road, but questions linger off-road.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Ford has teamed with Ford Performance to create a one-of-a-kind F-22 F-150 Raptor.
Inspired and based on the US Air Force’s Lockheed Martin F-22 fighter jet, the F-150 Raptor is powered by Ford’s Whipple-intercooled 3.5-litre twin-turbo EcoBoost engine, which pumps out 545 ponies (406kW) and a whopping 660lb-ft (895Nm).
To prove it’s more than just a show pony, modified Addictive Desert Designs’ front suspension (and bump stop kit) has been slotted underneath. This works in tandem with a Deaver rear spring pack and Fox bypass series shocks – with adjustable compression and rebound damping for on- and off-road work.
The design of the F-150 Raptor was led by Ford design manager Melvin Betancourt, as well as Ford Performance. “Our job – both in the air and on the ground – is to intimidate the competition,” said Betancourt.
The build was left in the trusty hands of Brad and Doug DeBerti from DeBerti Design, and Betancourt said the vision was expertly executed.
“Few things are as streamlined, as gloriously intimidating as the shape, metallic colour and sinister speed a fighter jet represents,” said Betancourt. “The simple, extreme functionality of the cockpit alone proved inspiring, prompting the team to create matte finishes, purposeful gauges, controls for ready proximity and dramatic LED lighting for the instrument panel.”
Other features of the F-150 Raptor include Innov8 Racing custom-forged beadlock wheels with Falcon Wildpeak tyres; Alcon six-piston painted calipers, with oversized rotors and high-friction pads; modular off-road LEDs by KC Hilites; Kicker audio system; Sherwin-Williams exterior paint integrating F-22 Raptor jet cues, including titanium grille with front silhouette of the aircraft; AMP Research power-retracting steps; DeBerti two-tyre, gas and Pro Eagle jack holder; LineX sprayed bedliner; all-stainless-steel cat-back Borla exhaust system with carbon-fibre tips; and DeBerti carbon-fibre fender flares, hood and fender vents. The paint was hand-cut and polished to a mirror finish by Independent Detail.
The high-performance Raptor was auctioned at the Experimental Aircraft Association AirVenture Oshkosh gathering, and it raised $300,000 for the group’s ‘Young Eagles’.
AFTER a few years of slowly eroding sales, the Prado’s star is on the rise again.
The final year of the previous 3.0-litre diesel – 2015 – wasn’t good for Prado, nor was last year, the first full year of sales of the new 2.8 diesel.
This mid-size wagon market is much tougher than it once was, with Prado facing off against the Everest, Trailblazer, MU-X and the slightly smaller Pajero Sport, all new players. Aside from the meteoric rise and fall of the Grand Cherokee, the Prado has only ever battled the now-well-aged Pajero in this market.
No doubt there’s also been a somewhat lukewarm reception to the Prado’s new 2.8-litre diesel, with not everyone happy with the idea of a smaller engine and that there’s no significant power jump over the previous 3.0-litre.
However, in a case of like-the-smaller-engine-or-not, buyers are returning to the Prado most likely for the core ownership values that come with the Toyota brand. Either way, there’s nothing particularly wrong with the 2.8 engine, even if it’s no rocket. It’s certainly quieter, smoother and generally more refined than the previous 3.0-litre, and it’s torquey off idle and happy to rev.
It’s a sweet engine that’s also backed by a smarter and more refined six-speed gearbox, which has two overdrive ratios, whereas the previous five-speed had a single overdrive.
If anything, sixth gear is too tall, and it’s a shame Toyota didn’t see fit to lower the final drive gearing to bring the new sixth back to where the old fifth was and gain a performance benefit everywhere else.
Regardless of the new powertrain, the Prado remains happy in the suburbs, out on the open road, or indeed off-road.
Our preference is for the VX, as it has Toyota’s brilliant KDSS suspension without the unnecessary driver-adjustable suspension add-ons of the top-spec Kakadu.
SALES 2017 (to June): 6686 2016 (to June): 6223 Change: + 6.9%
REPORT CARD* Powertrain: C On-Road: C Off-Road: A Cabin & Equipment: C Towing & Practicality: B Final word: It’s not too exciting to drive, but still does everything well.
*Scored against class competitors. A= Excellent. B= Very Good. C= Good. D= Fair. E= Poor. F= Fail.
Genuine off-road accessories direct from the showroom make this Custom Mopar Jeep JK Wrangler a beast.
Check out the gallery below for more photos.
In an era where car companies are serving up special-edition models with sticker packs, black wheels and bespoke floor mats, wouldn’t it be nice if some of the kit they fitted actually made your 4×4 better off-road? If the US-market F-150 Raptor is anything to go by, then the rumoured Ford Ranger Raptor has potential to deliver on this front, but there’s little else coming out of new car showrooms with any true factory off-road cred.
Vote for the Jeep JK Wrangler Rubicon to win the 2017 Custom 4×4 of the Year
Jeep’s JK Wrangler Rubicon is without doubt the best showroom-stock off-roader you can buy today. Better than average ground clearance, live axles front and rear, locked diffs front and rear, extra-low gearing, a front swaybar disconnect, and more aftermarket accessories than you could ever fit to just one car – it all combines to make it a killer off-road combo.
Clever car companies like Jeep have the massive aftermarket industry in its sights. It wants some of the millions of dollars enthusiasts are spending on their rigs to customise them to their individual requirements and tastes.
This is in part why manufacturers offer these dress-up option kits – to give buyers something special in their new vehicle.
Trust Jeep to be the company to bring you factory accessories that not only look different, but make your car better off-road. Chrysler/Jeep’s MOPAR brand is a factory accessories business, and the product doesn’t end with seat covers, stickers and fluffy dice. In the USA, MOPAR will offer you long-arm suspension kits with up to four inches of lift, heavy duty Dana crate axles, rock rails, front and rear bars, winches, and beadlock wheels – hell, you can even buy a Hemi V8 crate engine ready to install. Things aren’t so liberal here in Australia, but the local arm of Jeep does offer a limited range of MOPAR products, and some of them will make your Jeep better off-road.
With such an enormous range of Jeep gear available from the aftermarket, why would you want to buy the MOPAR stuff which might seem a bit tame in comparison to some of the wild gear that’s out there? Being the factory brand, MOPAR accessories are factory backed, so if you get it fitted by your Jeep dealer it will be covered under your Jeep warranty. If you have any problems with it down the track, you just need to take it back to your Jeep dealer and it should be covered – and fitment won’t affect your new vehicle warranty, either.
The MOPAR gear available in Australia is also designed to be legal on your Jeep. You won’t find those four-inch lifts or beadlocks in the local catalogue, but there is still some great gear to improve your ride while keeping it on the right side of authorities.
To showcase some of the MOPAR kit available here, Jeep Australia kitted up this 2017 JKU Rubicon with a swag of it. It’s no monster truck like some of the Wrangler customs you’ll find on these pages, but it’s a sensible build using the factory offerings. Tick all of these accessories individually and you’ll be adding more than $15K to the price of your new Wrangler, however, some of them can be packaged up to reduce the cost and, of course, you don’t need all of them.
THE BEST BITS
Aside from the leather seats and dress-up parts, the gear that really grabbed our attention on this car was the Fox Racing shocks with two-inch lift, and the 285/70-17 LT tyres. Basic suspension and tyre upgrades will make your 4×4 better off-road, and no other car manufacturer in Australia will offer this stuff.
Fox Racing shocks are top-shelf, and the brand can be found beneath leading Dakar, Baja and Finke off-road racing trucks. The shocks used here are a far cry from those massive bypass racing units, but they’re far better than any OE shock absorber. They are bolt-in replacements for the OE Jeep shocks and work wonders to better control the Wrangler over rough terrain. When driving a stock Wrangler on corrugated gravel roads, you can feel the weight of the live axles oscillating under the chassis as the stock shocks struggle to control the unsprung weight. The Fox shocks do a much better job of this, delivering a more controlled and relaxed drive at speed over rough and corrugated ground.
When you’re spending hours behind the wheel in tough conditions, the improved ride and handling from quality shocks can’t be over valued, as they make driving safer and more relaxed. Also, it will be more reliable and less prone to failure under tough conditions.
The 50mm-taller coil springs work with the taller 285/70 tyres to give added ground clearance, which came in handy on the deeply rutted tracks we drove on. The Valera-branded tyres feature a very conservative all-terrain pattern, as expected for a factory offering where quiet tyres matter. They didn’t cope so well with the heavy mud and clay we encountered on our day out – front and rear diff locks will only get you so far when the tyres have no grip on the ground.
Further helping with ground clearance are front and rear MOPAR bumpers. These aren’t the big, heavy duty, outback-style bars like many Aussie tourers will have, but they improve approach and departure angles. And, being steel, they are more durable than the plastic OE bars. Plus, they look a whole lot better and give you somewhere to mount extra lights. Tubular side steps protect the bodywork from damage; although, they are big and protrude out a long way to muddy your jeans. Instead, to protect the sills, we prefer the Rubicon’s solid yet slimmer factory rock rails.
The auxiliary lighting uses quality Hella halogen lights mounted on a bar affixed to the windscreen surround. You could just as easily mount LED lights or an LED bar up on it. We also like that the bar protects the A-pillars from tree damage, something we’ve previously suffered from in a Wrangler when driving through close scrub.
THE BEST GETS BETTER
Better suspension, tyres and ground clearance go a long way to making a good thing better, in terms of the Wrangler. As we said, the Rubicon is the best showroom off-road vehicle you can buy. Having the ability to make these simple improvements using factory-backed accessories from quality suppliers would be reassuring for many enthusiasts who are unsure about which way to turn in the aftermarket maze. If only our local regulations would allow us some of the real good stuff from the MOPAR catalogue!
PARTS LIST
Front off-road bar: $2963.54
Rear off-road bar: $1814.36
Licence plate compliance kit: $299.72
Black grille: $651.11
Tubular side steps: $748.84
Windscreen-mount light bar: $536.11
Off-road lights: $636.95
Two-inch lift (Fox Racing shocks): $3964.60
Satin black tail light guard kit: $273.58
Tow bar: $531.78
Leather kit: $1687.50
17-inch Black Ops wheels: $1976.56
Tyre-pressure sensors: $476.36
285/70R-17 LT Valera all-terrain tyres: $1060
Authentic Jeep badge: $29.12
Roof Rack kit: $266.96
TOTAL: $15,280.15